Electrical signal system



(No Model.) 4 Sheets-Sheet 1.

' R. SKEEN.

ELECTRICAL SIGNAL SYSTEM.

No. 574,953. Patented Jan. 12, 1897.

Iiigl. I MB FJ I iii-winter:

4 SheetsSheet 2.

RJSKEEN. BLBGTRIUAL SIGNAL SYSTEM,

Patented Jan. 12, 1897.

(No Model (N9 Model.) 4 Sheets-Sheet 3'.

.11. SKBBN. ELECTRICAL SIGNALSYSTEM No. 574,953. I Patented Jan. 12,1897.

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' Lrentor:

( 4 Sheets-Sheet 4.

R. -$KEENL ELECTRICAL SIGNAL SYSTEM.

- No, 574,953. I Patented Jam-12, 1897. I

UNITED STATES PATENT OFFICE.

ROBERT SKEEN, OF MADISON, ILLINOIS, ASSIGNOR, BY MESNE ASSIGNMENTS, TOTHE SKEEN ELECTRIC SWITCH AND SIGNAL COMPANY, OF ST. LOUIS,

MISSOURI.

ELECTRICAL SIGNAL SYSTEM.

SPEGIFICATION forming part of Letters Patent No. 574,953, dated January12, 1897.

Application filed March 4:, 1895. Serial No. 540,489. (No model.)

To all whom it may concern.-

Be it known that I, ROBERT SKEEN, a citi zen of the United States,residing at Madison, in the county of Madison and'State of Illinois,have invented certain new and useful Improvements in Electric SignalSystems, of which the following is a specification, reference being hadtherein to the accompanying drawings.

This invention relates to certain new and useful improvements inelectric signal systems; and the chief object of my invention is to cutoff the current from the second of two cars approaching or adjacent to apoint where there is danger of collision, whether the cars are upontracks that cross each other or upon the same track.

To this end my improvements have reference to a section of trolley-wireinsulated from the main line, but forming a partof such line, so thatthe trolley-wheel will run from the main line upon the insulated sectionand constitute a ground connection through the carmotor; have referenceto a switch combined with the insulated section and a source ofelectricity; have reference to two or more insulatedsections andelectrical devices operating to cut out one section when the first hasobtained ground connection; have reference to visible signals operatedalone or in conjunction with the cutting out of one section by another;have reference to operative devices electrically actuated in conjunctionwith said signals, and have reference to other points of detail andconstruction hereinafter shown and described. 7

In the accompanying drawings, on which like reference-letters indicatecorresponding parts, Figure 1 represents a plan view of a crossing ofsingle-track electric railways and diagram of the electricalconnections; Fig. a perspective view of said crossing with carsapproaching that point; Fig. 3, an elevation of a signal and switchdevice for said crossing, with its electrical connections in diagramFigs. 4, 5, and 6, plan views taken on the section as 00, Fig. 3,showing the position of the switch and semaphore in different positions.Fig. 5 is a sectional view of a modified form of switch device; Fig. 7,a similar view to Fig. 3, showing a transverse semaphore-axis; Fig.

8, a perspective View of a single track at a crossing and electricalconnections between the signal and trolley-wire; Fig. 9, a motor and itselectrical connections for operating the semaphore; Fig. 10, a similarview to Fig. 8, showing the double sections on the same line.

Referring to the drawings, the letter A indicates the live trolley-wireof one electric railway-line, say the east and west, and the letter Bthe wire of the other line, crossing the former, as shown in Figs. 1 and2. For simplicity and ready understanding of the invention we will takethe cars running in the direction of the arrows, to the west and to thesouth. On each line a portion of the trolley-wire A B, respectively, iscut out or insulated from the main wire, but remains in line with suchwire, so that the trolley-wheel will follow normally along the same. Theinsulated section on each line extends from or near the crossing to apoint, say, one hundred feet or more distant, according to the grade Themain trolleyand other circumstances. wire 011 each line passes above orat one side of the insulated section and then is brought into line againat the other end of the section. An automatic switch device iselectrically interposed between the insulated sections, and anelectromagnet is also in circuit with the switch device and source ofelectricity, whereby the said switch may be operated automatically tocut out one of the insulated sections and make it dead, whether any caris under that section or not. At the same time the switches are operateda visible signal, such as a semaphore or changing light, is alsooperated at the crossing or other convenient point to indicate to themotorman of the second car the reason he is without current. In otherwords, the first car reaching the insulated section on its line willeffectually prevent the approach of the other car reaching itscorresponding insulated section later until the first car has passed offits insulated section and by the point of danger.

Referring to Figs. 3 to 6, apair of opposing electromagnets G D isprovided with armatures G D, respectively, which are connected by across-piece E, insulated from the armatures. This cross-piece engageswith a crank F on the main shaft G, bearing the semaphore II andchanging light I. The semaphore is for day signaling and the light toshow at night. On the main shaft G is an insulated drum or sector J,bearing a conducting-piece K, which is adapted to bear upon a double setof brushes or other contactpieees L L and ill M, respectively. Thesebrushes are otherwise insulated from each other. The brush L is wired tothe main line A, and the other brush L is wired to the insulated sectionA. The electromagnet C, which may consist of one or more coils, ispreferably in circuit with the insulated section and the brush L, asshown in Fig. 3. The brushes M M are similarly wired to the insulatedsection B and the trolley-line l3, and the electromagnet D is also incircuit therewith. The current will not pass through either of theelectromagnets till a car arrives at the insulated section of one line,and this completes the circuit between that section and the groundthrough the trolley-wheel and motor. In the normal position of thesemaphore and conducting-piece K all the brushes are on the saidcontact-piece and the current flows through the brushes M and L. Theelectromagnets remain inoperative and the current does not pass throughthem until the circuit is completed by the arrival of a car on theinsulated section, say A. The electromagnet C then acts strongly on itsarmature C, which operates the crank F and throws the piece K to oneside, away from the brushes M M, though still retaining contact with thebrushes L L. This position cuts out entirely the insulated section B,since the brushes M M are insulated from one another. If a second carshould reach l3 while the parts were in this condition, it could receiveno current and would be inoperative as to the switch dc vice as long asthe first car remained on the section A, and thus kept the switch thrownso as to receive all the current.

When the car passes from the section A, the circuit is broken, theelectromagnet C releases the armature O, and a spring 0 or othermechanical means returns the crank F and the semaphore to normalposition, as shown in Fig. 5. The second car, if it be on its section B,can now obtain current through the piece K, connecting the brushes M M,and cause the electromagnet D to attract its armature D, thus throwingthe switch to the left, as in Fig. 4:, and cutting out the section A.Any ear following on the line A cannot pass the crossing till the car onthe line B releases the switch and allows it to receive the current. Amodification of this arrangement is shown in Figs. 7 and 8. It isadapted to prevent accidents by rcar-end collisions,such as when the carX turns a corner and is out of sight of the car Y closely following it.An insulated section A, Fig. 8, extends a suitable distance away fromthe corner and the signal remains at danger while the car X is on thesection A. In this modification the eleetromagnet C is wired, as before,to the insulated section and main trolley-wire and at tracts an armaturewhich rotates the somaphore ll. (Shown here as on a horizontal axis.) Inthis case the switch device is not used for cutting out the followingear, although, if desired, it may be combined therewith, as illustratedin Fig. 3. If such combination, a switch and signal, in order to cut outa car following another on the same track, be desired, a plurality ofinsulated sections forming blocks will constitute an absolutely safeblock system and en t out the cur rent from the block it has just lefttill it reaches the next block.

Fig. 0 shows a pair of insulated sections abutting at a corner, wherebyone car will cut out the current from the section to the rear of it andprevent the car following from leaving this section or block till thefirst car just ahead has passed oil its section or block.

Fig.10 shows a motor P,connected by gears or otherwise to a switchdevice similar to that previously described and in circuit with two ormore insulated sections and their main trolley-wires. In this case theear that reaches its section first will draw all the current through themotor and rotate the signalin one direction. The car reaching itscorresponding section even an instant later than the first car will notbe able to supply the motor-current,and will be practically cut out. Thefirst car passing off from its section or block will allow the secondcar to take the current through the eleetromagnet in the oppositedirection, which will rotate the motor in the opposite direction to thefirst rotation and set the signal for the other line. In this form theswitch device consists of a pair of contactpoints for each electromagnets armature instead of the brush forms of contacts with the rotaryconducting piece or armature K, previously shown. Thus the car onsection A would complete the circuit between the said section throughthe electromagnet C and the motor back to the trolley-line A. Theelectromagnet D will be cut out, as before,by separation of thecontact-points. The wire connecting the electromagnet D with the otherinsulated section B finds no outlet for any current shunting through thewire (I, passing to the motor. \Vhen, however, the car leaves thesection A and a second car arrives at the section B, then the circuitwill be completed through this wire (I, the motor, and the electromagnetD to the insulated section 13, separating the contact-points at theelectromagnet D, as was done previously at the other side. This changeof direction of current reverses the motor. The motor will thereforeturn the signal to one direction or the other and likewise cut out thecurrent from one line or the other, according to the direction of thecurrent through the motor, which is determined by the car which firstarrives at this insulated section.

Referring back to Fig. 3 once more, I have provided for a difference ofvoltage or poten tial in the crossing lines by a resistance-coil orrheostat Q and R for each electromagnet C D, respectively. The wires QQ, dotted in Fig. 3, replace the other wire and convey the currentthrough the resistance-box to the electromagnet and allow only the safequantity of current to flow through the magnet 0. Similarly aresistance-box may be used with the motor in Fig. 10. In case two carsfol-.- lowing close to one another should both enter the insulatedsection, both cars would only be able to take the safe quantity ofcurrent for their electromagnets. IVhere the eleetromagnets do not needthat protection, I can dispense with the rheostat and send the currentfrom the brush L, for instance, directly to magnet C. In the other casethe current will go first through the rheostat.

I have spoken of the arrangement of the main trolley-line at one side ofthe insulated section as well as above. This lateral location of thelive wire possesses certain advantages. For instance, it may benecessary to move the car that was on an insulated section which hadbeen cut out by another car. To pass an obstruction or return to themain wire, the conductor would merely have to change his trolley fromthe dead-section to the main wire at one side and obtain current for hiscar.

I do not confine myself to the exact construction and wiring hereinshown and described, as these are but exemplitications of the workingout of my invention.

Referring once more to the switch device shown in Figs. 3 to 6, I wouldsay that while there may be no objection to the current passing throughfrom B to A by means of the conducting-block K in the position shown inFig. 5, when both lines are similar or positive as to their electricity,yet I have provided in Fig. 5 a separate conducting-piece for each pairof brushes, so as to prevent the current passing between M of one pairand L of the other, as before described. IV hen the movable piece K inthe later form is separated by an insulating space or metal, so that itis really in two parts 7t the circuit through the electromagnet 0, whencompleted by the car passing on the sect-ion A, will throw this doubleblock so that the brushes L L rest upon the half 70 and the otherbrushes are out of contact entirely with the same. This is readily shownby Fig. 6, assuming that the left-hand portion of the conductor Krepresents the small conductor 70, insulated from the right-handportion.

Referring again to Fig. 8, the diagram portion of this figure indicatesthe wiring of a car whereby the signal will be maintained at danger whenthe car stops, as previously described, and thus cuts the current fromthe motor. In the diagramfigureashunt-circuit is arranged in connectionwith the lamp-oil cuit.' The shunt-circuit is completed by acontact-piece operated by the motorneer when he stops on turning acorner, as previously described. The switch S for the lamps may beturned ofi, for instance, as in the daytime. In this case the circuitwill be made from the signal through the trolley and completed by theshunt-wires s s,connected by the contact-piece T. IVhen the lamps arelighted the motorneer is not required to complete the connection at T,since the lamp-circuit will complete the connection to the ground, asindicated in this diagram. This is but one way of wiring in order.toprovide a shunt-circuit that will maintain the signal at danger positionwhen the car-motor itself is cut out, as in the case of stoppage. I havedescribed this signaling thus completely in connection with electricrailways. I wish to be distinctly understood as not confining myself toelectric railways, since it is evident that this system ofsignaling andthe operative electric devices herein shown and described as comprisedin my invention may be equally applicable to steam-railways,cable-roads, and the like without the use of the switch outoutmechanism, by which it is adapted to cut off the motive power toelectric cars. therefore shown in Fig. 7 this signal separate from theswitch device, and have so claimed it broadly, whether it be in theexact form shown by this figure or not. For instance, I may also use thesemaphore and'operative electromagnets, arranged as shown in Figs. 3 and10,- but without the switch device, which in the case of steam and cableroads is superfluous.

Having thus fully described my invention, what I claim as new, anddesire to secure by Letters Patent, is-

1. A system comprising an electrical railroad provided with atrolley-wire for supplying current thereto having an insulated section,a switch for cutting off the current from said section,and a railroadcrossing the former road, the one end of the insulated section terminating substantially at the crossing road, and a live wire over theelectrical road in addition to the insulated section.

2. A signal system, comprising a pair of in sulated sections of trolleyor other electrified lines, a pair of brushes insulated from each other,one brush fed from the trolley-wire, the other brush wired to theinsulated section, an electromagnet in circuit with said brushes andtheir corresponding section, another pair of brushes and electromagnetfor the other insulated section, a conductingpiece movably mountedadapted to electrically connect the said pairs of brushes, or completethe circuit through one pair only, and mechanical connections betweensaid conducting-piece and said electromagnets, substantially asdescribed.

3. In an electric signal, the combination with a main line and aninsulated section therein, of an electromagnet and its armature, aswitch device comprising a crankshaft, a conducting-piece thereon and apair of brushes normally contacting therewith,

I have one brush wired through the clectromagnet to the insulatedsection and the other brush to the insulated section and the other brushto the main wire, and arheostat in circuit with to the main wire. thefirst brush and the clectromaignet.

4. In an electric signal, the combination In testimony whereof I affixmy signature 5 with a main line and an insulated section in presence oftwo witnesses.

therein, of an electromagnet and its armatture, a switch devicecomprising a crank- ROBERT SHEEN. shaft, a conducting-piece thereon anda pair Witnesses: of brushes normally contacting therewith, M. JACOBY,

10 one brush wired through the electromagnet 1T. M. PLAISTED.

